DK169214B1 - Crash barriers - Google Patents
Crash barriers Download PDFInfo
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- DK169214B1 DK169214B1 DK554089A DK554089A DK169214B1 DK 169214 B1 DK169214 B1 DK 169214B1 DK 554089 A DK554089 A DK 554089A DK 554089 A DK554089 A DK 554089A DK 169214 B1 DK169214 B1 DK 169214B1
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- Prior art keywords
- posts
- cables
- cable
- post
- clamped
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- 230000004888 barrier function Effects 0.000 title claims description 19
- 229910000831 Steel Inorganic materials 0.000 claims description 25
- 239000010959 steel Substances 0.000 claims description 25
- 238000000034 method Methods 0.000 claims description 6
- 230000003111 delayed effect Effects 0.000 claims description 4
- 230000007246 mechanism Effects 0.000 claims description 3
- 238000005452 bending Methods 0.000 description 7
- 230000014759 maintenance of location Effects 0.000 description 4
- 238000000926 separation method Methods 0.000 description 4
- 239000004568 cement Substances 0.000 description 3
- 230000008439 repair process Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000000717 retained effect Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000009954 braiding Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 210000000056 organ Anatomy 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- NWONKYPBYAMBJT-UHFFFAOYSA-L zinc sulfate Chemical compound [Zn+2].[O-]S([O-])(=O)=O NWONKYPBYAMBJT-UHFFFAOYSA-L 0.000 description 1
Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/06—Continuous barriers extending along roads or between traffic lanes essentially made of cables, nettings or the like
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/12—Continuous barriers extending along roads or between traffic lanes and having means for providing occasional passage, e.g. for emergency vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
- Fencing (AREA)
- Catching Or Destruction (AREA)
- Vibration Dampers (AREA)
- Steering Controls (AREA)
- Conveying And Assembling Of Building Elements In Situ (AREA)
- Installation Of Indoor Wiring (AREA)
- Meat, Egg Or Seafood Products (AREA)
- Devices And Processes Conducted In The Presence Of Fluids And Solid Particles (AREA)
- Pens And Brushes (AREA)
- Yarns And Mechanical Finishing Of Yarns Or Ropes (AREA)
- Cable Accessories (AREA)
Abstract
Description
i DK 169214 B1in DK 169214 B1
Den foreliggende opfindelse angår et kabelautoværn af den type, der omfatter øvre og nedre kabler, som bæres ved et antal stolper, idet det øvre kabel fastholdes spændt i lodrette slidser, der er dannet i toppen af stolperne, således at det øvre kabel ved sammenstød bliver 5 adskilt fra dets tilslutning til en stolpe.The present invention relates to a cable car guard of the type comprising upper and lower cables carried by a plurality of posts, the upper cable being clamped tightly in vertical slots formed at the top of the posts so that the upper cable becomes, upon impact, 5 separate from its connection to a post.
Et sådant kabel autoværn er konstrueret til at omdirigere eller forhindre passage af køretøjer over forbudt område. Opfindelsen er især, men ikke udelukkende, anvendelig til autoværn, der anvendes ved siderne af 10 veje eller som midteradskillelser mellem højhastigsvognbaner, veje eller motorveje eller som afspærringer.Such a cable car guard is designed to divert or prevent the passage of vehicles over prohibited area. The invention is particularly, but not exclusively, applicable to auto guard used on the sides of 10 roads or as center separations between high-speed carriageways, roads or highways or as barriers.
Det er kendt, at autoværn er tilgængelige bestående af et antal forskudte, opretstående stolper, til hvilke et antal opspændte, vandrette 15 stålkabler er fastspændt. Det har vist sig, at disse kendte stålkabel-værn kan være tilfredsstillende, når et køretøj rammer mod et værn ved en relativ stor indslagsvinkel, der overskrider 20°, medens køretøjet ved en lille indslagsvinkel under ca. 10° kan være tilbøjelig til at spinde eller rulle af værnet med følgelig fare for de, der sidder i 20 køretøjet. Det menes, at en af de faktorer, der medvirker til denne risiko, er den kendsgerning, at kablerne normalt er fastspændt til stål stol per ved hjælp af "U"-bol te eller andre stærke fastgørelsesindretninger, der er stærke nok til at modstå kollisionsbelastningen.It is known that auto guard is available consisting of a number of staggered upright posts to which a number of clamped horizontal steel cables are clamped. It has been found that these known steel cable guards can be satisfactory when a vehicle strikes against a guard at a relatively large impact angle exceeding 20 °, while the vehicle at a small impact angle below approx. 10 ° may tend to spin or roll off the guard with consequent danger to those sitting in the vehicle. It is believed that one of the factors contributing to this risk is the fact that the cables are usually clamped to steel chairs by "U" bolts or other strong fasteners strong enough to withstand the impact of the collision .
25 Ulempen ved at fastspænde stål kabl er til stolper er overvundet med opfindelsen, der er beskrevet i UK patent nr. 1.103.873, ved hvilken spændkablerne er anbragt løstsiddende i lodrette riller i stolper, der er fastgjort i jorden. De opspændte kabler virker som en kontinuert bom til glat at omdirigere et kolliderende køretøj tilbage på vejen.The disadvantage of clamping steel cable to posts is overcome with the invention disclosed in UK Patent No. 1,103,873, wherein the clamping cables are loosely mounted in vertical grooves in posts attached to the ground. The clamped cables act as a continuous boom to smoothly redirect a colliding vehicle back on the road.
3030
Ifølge UK patent nr. 1.103.873 er der tilvejebragt et antal kabler, der bæres i riller i toppen af stolpen og i konsoller på en side af stolpen, således at kablerne er parallelle med hinanden.According to UK Patent No. 1,103,873, a number of cables are provided in grooves at the top of the post and in brackets on one side of the post so that the cables are parallel to each other.
35 Forsøg med autoværnskonstruktioner ifølge ovennævnte patent har vist, at gennemtrængningen er større end den der tillades i visse tilfælde. Det har også vist sig, at frigørelsen af kablerne fra rillerne enten i stolperne eller i konsollerne, der frembringes ved stolpebøjningen, kan give anledning til en situation, hvor kablerne frigøres for hur DK 169214 B1 2 tigt eller for langt væk fra et sammenstødssted. Dette medfører, at kabler løsnes for langt væk fra sammenstødet og utilstrækkelig tilbageholdelse af køretøjet og en fare for, at køretøjet vil køre over kablet eller kablerne, der ligger på jorden.35 Experiments with auto guard structures according to the above patent have shown that the penetration is greater than that permitted in some cases. It has also been found that the release of the cables from the grooves either in the posts or in the brackets produced by the post bend can give rise to a situation where the cables are released too fast or too far away from a collision site. This causes cables to be detached too far away from the collision and inadequate vehicle retention and a danger that the vehicle will run over the cable or cables lying on the ground.
55
Stolpen for alle kendte stål kabel værn omfatter en hovedkrop og mindst én flange med et tvæsnit, så som et "I" profil, hvor hovedkroppen af profilet strækker sig på tværs i retningen af kablerne. Stolpen har derfor dens svage akse i retningen af værnet, således at det lettere 10 kan køres ned.The post of all known steel cable guards comprises a main body and at least one flange having a cross section, such as an "I" profile, the main body of the profile extending transversely in the direction of the cables. The post therefore has its weak axis in the direction of the guard so that it is easier to run down.
Det menes, at den korrekte sammenstilling af spændkabler og stolper i stål kabel autoværnet ifølge ovennævnte UK patent nr. 1.103.873 opfyldte formålene og forsøgskravene, der på det tidspunkt var fastlagt af det 15 Britiske Trafikministerium. I over 16 år er et sådant stål kabel autoværn blevet anvendt på den penninske del af M62 motorvejen og har vist sig at have betydelige fordele i forhold til midteradskillelsesbarriere af standardtypen, særligt har det forhindret opbygning af snedriver.It is believed that the correct assembly of clamping cables and poles in steel cable guardrail according to the above-mentioned UK Patent No. 1,103,873 fulfilled the purposes and test requirements laid down at that time by the 15 British Ministry of Transport. For over 16 years, such a steel cable car guard has been used on the Pennine section of the M62 highway and has been found to have significant advantages over the standard separation center separation barrier, in particular it has prevented the build of snowdrivers.
20 I UK patent nr. 1.120.959 beskrives et autoværn, der består af et antal stolper samt derimellem anbragte stålwirer. Disse stålwirer passerer omkring stolperne, således at der optræder en krydsning mellem stolperne. Stålwirerne er anbragt i én given højde og er fastgjort til 25 stolperne ved hjælp af udløselige koblingselementer, som ved påkørsel itubrydes. Ved påkørsel sker der således en øjeblikkelig frigørelse af stålwirerne, idet en stolpe øjeblikkelig bøjes mod jorden samtidigt med at koblingselementerne brydes.20 UK Patent No. 1,120,959 discloses an auto guard consisting of a number of posts and interposed steel cables. These steel wires pass around the posts so that there is a cross between the posts. The steel cables are arranged at a given height and are attached to the 25 posts by means of releasable coupling elements which are broken during collision. Thus, upon impact, an instant release of the steel wires occurs, with a pole immediately bent to the ground while breaking the coupling elements.
30 Formålet med den foreliggende opfindelse er at overvinde ulemperne ved det kabel autoværnssystem, der er beskrevet i UK patent nr. 1.103.873 for at frembringe bedre styring af et køretøjs bevægelse under et sammenstød.The object of the present invention is to overcome the disadvantages of the cable car protection system described in UK Patent No. 1,103,873 to provide better control of the movement of a vehicle during a collision.
35 Den foreliggende opfindelse angår kabel autoværn, der er særpræget ved, at nævnte nedre kabler udgøres af et par kabler, der holdes spændt, og som krydser hinanden, således at de forløber rundt om de modsatte sider af udvalgte stolper, hvorved det nedre par kabler løsnes forsinket fra en stolpe ved køretøjets sammenstød, når denne stolpe bøjes mod DK 169214 B1 3 jorden, efter frigørelsen af mindst ét øvre kabel fra denne stolpe.The present invention relates to cable car guards, characterized in that said lower cables are constituted by a pair of cables which are held tightly and intersect, so that they extend around the opposite sides of selected posts, whereby the lower pair of cables be delayed from a post by the vehicle collision when this post bends towards the ground, following the release of at least one upper cable from this post.
Ved at anvende teknikken med kabler i form af øvre og nedre kabler, således som anvist i UK patent nr. 1.103.873, og kombinere denne med 5 en overført og til rettet teknik, som kan udledes af UK patent nr. 1.120.959, har det overraskende vist sig muligt at opnå en forsinket frigørelse af de nedre kabler. Dette opnås, når de nedre kabler er tilvejebragt som et par kabler, der holdes spændt og krydser hinanden. Herved vil det eller de øvre kabler adskilles fra sin slids umiddel-10 bart efter påkørsel, medens de nedre kabler, holdes i en kraftig spænding mod stolperne og i en tolerabel højde, på grund af spændingen og krydsningen. Denne forsinkede frigørelse af de nedre kabler optræder især, hvor stolperne bøjes mod jorden, da denne bøjning sker imod virkningen fra spændingen i de nedre kabler. Da de nedre kabler ikke 15 er fastholdt, men blot er positioneret til stolperne ved hjælp af monterings- eller positioneringsorganer, for eksempel i form af fremspring, indsnit, riller eller lignende organer, der løst positionerer kablerne, kan disse kabler ved påkørsel frigøres eller løsnes fra deres indgreb med organerne. Herved vil kablerne ikke presses mod jor-20 den sammen med stolper, der bøjes. Derimod vil kablerne forblive i en acceptable højde på grund af spændingen i kablerne samt kablernes positionering i forhold til ikke-bøjede stolper ved siden af et påkørselssted.By using the technique of upper and lower cables, as disclosed in UK Patent No. 1,103,873, and combining this with a transmitted and directed technique which can be deduced from UK Patent No. 1,120,959, surprisingly, it has been possible to achieve a delayed release of the lower cables. This is achieved when the lower cables are provided as a pair of cables that are held tight and intersect. Hereby, the upper cable (s) will be separated from its slot immediately after collision, while the lower cables will be held in a strong tension against the posts and at a tolerable height, due to the tension and the crossing. This delayed release of the lower cables occurs especially where the posts are bent to the ground as this bending occurs against the effect of the tension in the lower cables. Since the lower cables are not retained but simply positioned to the posts by means of mounting or positioning means, for example in the form of projections, incisions, grooves or similar means which loosely position the cables, these cables can be released or detached upon impact from their intervention with the organs. In this way, the cables will not be pressed against the ground together with bends that bend. In contrast, the cables will remain at an acceptable height due to the tension in the cables as well as the positioning of the cables relative to non-curved posts adjacent to an impact point.
25 Monteringsorganer, der tillader relativ bevægelse mellem stolperne og kablerne, kan være tilvejebragt på hver side af stolpen for de nedre kabler. Disse monteringsorganer kan være fordybninger, der er dannet i stolpen eller andre egnede positionerings- eller støtteorganer, ringe eller kroge, som tillader, at kablerne løsnes eller frigøres, uden der 30 skal optræde brydning eller brækage i sådanne organer.Mounting means allowing relative movement between the posts and cables may be provided on either side of the post for the lower cables. These mounting means may be recesses formed in the post or other suitable positioning or support means, rings or hooks which allow the cables to be detached or released without any breakage or breakage in such members.
Alle kabler er forankret til et passende forankringssted og opspændt med en kraft på mellem 1.000 og 5.000 N. Tovenes højde over vognbanen skal for de nedre krydsende kabler være på mellem 450 mm til 500 mm og 35 bestemmes af de nævnte monteringsorganers placering, og for de øvre kabler skal højden være på mellem 575 mm og 615 mm, hvor de foretrukne højder er henholdsvis 495 mm og 585 mm.All cables are anchored to an appropriate anchorage site and clamped with a force of between 1,000 and 5,000 N. The height of the ropes above the lane shall be for the lower intersecting cables between 450 mm to 500 mm and 35 determined by the location of said mounting means and for the upper cables the height must be between 575 mm and 615 mm, with the preferred heights being 495 mm and 585 mm respectively.
Opfindelsen angår ligeledes en fremgangsmåde til oprejsning af et op- DK 169214 B1 4 spændt stål kabel autoværn, hvor kablerne trækkes af tromler og forbindes til stolperne, hvilken fremgangsmåde er særpræget ved, at et første nedre kabel trækkes af en tromle og flettes mellem stolperne, at et andet nedre kabel trækkes fra en anden tromle og flettes mellem 5 stolperne, således at de nedre kabler krydser hinanden mellem nærliggende stolper, at mindst ét øvre kabel trækkes fra en tredje tromle og anbringes i riller i toppen af stolperne ovenover de nedre kabler, og at kablerne derefter tøjres og opspændes, således at de nedre kabler trækkes tæt rundt om begge sider af stolperne. Denne fremgangsmåde mu-10 liggør en hurtig opstilling og en hurtig reparation af autoværnet.The invention also relates to a method of erecting a tensioned steel cable car guard where the cables are pulled by drums and connected to the posts, the method being characterized in that a first lower cable is pulled by a drum and braided between the posts. a second lower cable is pulled from a second drum and merged between the 5 posts so that the lower cables intersect between adjacent posts, that at least one upper cable is pulled from a third drum and placed in grooves at the top of the posts above the lower cables, and that the cables are then tightened and clamped so that the lower cables are pulled tightly around both sides of the posts. This approach provides for quick setup and quick repair of the auto guard.
Ifølge en udførelsesform for opfindelsen kan et kabel autoværn omfatte tilstødende kabel ender mellem stolperne, der er indrettet for at kunne adskilles, så at køretøjer kan passere, hvilke kabelender er sammenfø-15 jet med en hurtig-frigørelsesmekanisme mellem stolperne, for således, i tilfælde af for eksempel ulykker, at kunne tilvejebringe adgang til vejen gennem barriererne.According to an embodiment of the invention, a cable car guard may comprise adjacent cable ends between the posts arranged to be separable so that vehicles can pass which cable ends are joined with a quick release mechanism between the posts, thus, in case of, for example, accidents, being able to provide access to the road through the barriers.
Stolperne er fortrinsvis af "S"- eller "Z"-profil, således at det af-20 rundede hjørne vender mod trafikretningen. En sådan stolpekonstruktion tillader bøjning langs den svagere akse og tilvejebringer ikke en fast begrænsning, når et køretøj rammer værnet ved en vinkel på 90°, da stolpen vil vride sig en smule og bøje om den foretrukne svage akse.The posts are preferably of "S" or "Z" profile, so that the rounded corner faces the traffic direction. Such a post structure allows bending along the weaker axis and does not provide a fixed limitation when a vehicle strikes the guard at an angle of 90 °, as the post will twist slightly and bend over the preferred weak axis.
25 Stolperne kan være anbragt i jorden enten som en nedgravet stolpe, det vil sige en stolpe, der omfatter en plade, som er svejst på dens nedre del for at forhindre omvæltning ved sammenstød, eller en cementfod, der forhindrer omvæltning af stolpen og tillader stolpen at bøje under sammenstød.The posts may be placed in the ground either as a buried post, that is, a post comprising a plate welded to its lower portion to prevent overturning by impact, or a cement foot to prevent overturning of the post and allowing the post to bend during the clash.
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Cementfoden kan enten være af en forstøbt konstruktion, der omfatter en indvendig holder eller åbning til at modtage stolpen, og som således giver mulighed for, at højden af stolpen justeres nøjagtigt ved installation. Sådanne prædannede fødder overvinder problemet, der fo-35 rekommer ved blød jord og besværligheden ved at sikre, at stolpen er installeret ordentligt i den rigtige dybde og med den krævede styrke af cementfyldningen. Når det er nødvendigt at udskifte stolperne som følge af påkørsel fra et køretøj, kan de ramte stolper desuden let fjernes, og erstatningsstolperne kan umiddelbart indskydes, hvilket DK 169214 B1 5 således giver mulighed for genoprejsning af den ødelagte barriere inden for en meget kort tidsperiode.The cement foot may either be of a molded construction comprising an inner holder or opening for receiving the post, thus allowing the height of the post to be adjusted precisely upon installation. Such pre-formed feet overcome the problem of soft soil and the difficulty of ensuring that the post is installed properly at the proper depth and with the required strength of the cement filling. In addition, when it is necessary to replace the posts as a result of collision with a vehicle, the affected posts can be easily removed and the replacement posts can be inserted immediately, thus allowing the broken barrier to be rebuilt within a very short period of time.
På grund af autoværnets udformning vil ét værn ved midteradskillelsen 5 være til nytte for begge vognbaner. Efter et sammenstød udføres reparation hurtigt og økonomisk, idet det kun kræves, at ødelagte bærestolper fjernes og nye indskydes, at stålkablerne genanbringes og muligvis genopspændes men ikke nødvendigvis udskiftes. Reparationsarbejdet kan udføres fra begge vognbaner.Due to the design of the auto guard, one guard at the center separation 5 will be of use to both lanes. After a collision, repair is carried out quickly and economically, requiring only the removal of damaged supports and new ones, the steel cables being re-inserted and possibly re-tensioned but not necessarily replaced. The repair work can be done from both lanes.
1010
Stolperne kan være dannet af presset pladestål med en tykkelse på mellem 3 mm og 7 mm og tilpasset til at afbøje eller dreje sig som følge af slag fra et køretøj. Bøjningsmomentet, når stolpen giver efter, skal være mindre end 6.000 nm i dens svageste plan.The posts may be formed of pressed sheet steel having a thickness of between 3 mm and 7 mm and adapted to deflect or rotate as a result of impact from a vehicle. The bending moment when the post gives in must be less than 6,000 nm in its weakest plane.
1515
Opfindelsen kan være udformet på forskellige måder, og et antal mulige udførelsesformer skal i det følgende beskrives ved hjælp af eksempler med henvisning til den medfølgende tegning, hvor 20 fig. 1 viser en kabel bærestolpe, der er beskrevet i UK patent nr. 1.103.873, fig. 2 viser et 4-kabel autoværn med de nedre kabler flettet mellem stolperne, fig. 3 viser skematisk fremgangsmåden for fletning af de nedre kab-25 ler rundt om de oprejste stolper, fig. 4 viser typiske forstøbte fødder for stolperne, fig. 5 viser et hurtig-frigørelsessystem til at tilvejebringe ad gang ved en nødsituation, fig. 6 viser et kabel autoværnssystem, der ved en ende er fastgjort 30 til en kendt bølgeformet spændbombarriere, og fig. 7 viser hvordan et kabel autoværn kan anvendes parallelt eller som en første barriere sammen med en bølgeformet spændbombarriere, der udgør en anden eller slutbarriere.The invention may be embodied in various ways, and a number of possible embodiments will be described in the following by way of example with reference to the accompanying drawing, in which: FIG. 1 shows a cable support post described in UK Patent No. 1,103,873; FIG. 2 shows a 4-cable auto guard with the lower cables braided between the posts; FIG. Figure 3 shows schematically the method of braiding the lower cables around the upright posts; 4 shows typical cast feet for the posts; FIG. 5 shows a quick-release system for providing in the event of an emergency; FIG. 6 shows a cable car protection system attached at one end to a known wave-shaped boom barrier; and FIG. Fig. 7 shows how a cable car guard can be used in parallel or as a first barrier together with a wave-shaped voltage barrier which constitutes a second or final barrier.
35 Som det kan ses i fig. 1, omfatter den kabel bærende stolpe 1 en rille 2 i toppen deraf, hvor et øvre kabel 3 er angivet i stilling ved bunden af rillen 2. Et nedre kabel 4 er anbragt ved bunden af en rille, der er dannet i en konsol 5, som er fastgjort til stolpen 1.As can be seen in FIG. 1, the cable supporting post 1 comprises a groove 2 at the top thereof, where an upper cable 3 is indicated in position at the bottom of the groove 2. A lower cable 4 is arranged at the bottom of a groove formed in a bracket 5, which is attached to the post 1.
DK 169214 B1 6DK 169214 B1 6
Det øvre kabel 3 og det nedre kabel 4 er parallelle med hinanden, og ved denne form for kabel understøtning er afbøjningen af værnet under sammenstød større end den, der for øjeblikket kræves af det Britiske Trafikministerium. Bøjningen af stolpen, der forårsages ved sammen-5 stød, kan desuden frigøre de nedre og øvre kabler fra deres respektive riller mere eller mindre samtidig og således medføre, at kablerne frigøres for hurtigt eller for langt væk fra sammenstødsstedet 6, hvilket frembringer sænkning af kablet, reducerer tilbageholdelsen længere fremme og øger sandsynligheden for at køretøjer passerer over kabler-10 ne.The upper cable 3 and the lower cable 4 are parallel to each other, and in this type of cable support the deflection of the guard during impact is greater than that currently required by the British Ministry of Transport. In addition, the bending of the post caused by impact may release the lower and upper cables from their respective grooves more or less simultaneously, thus releasing the cables too quickly or too far away from the impact site 6, causing the cable to lower. , reduces retention further ahead and increases the likelihood of vehicles passing over cables-10s.
Fig. 2 og 3 angår den foreliggende opfindelse. Et antal stolper er nedskudt i jorden (ikke vist) enten i recesser i forstøbte fødder eller ved enhver anden egnet måde. Egnede forstøbte fødder er vist i 15 fig. 4. Andre stolpefastholdelsesorganer til at nedlægge i jorden kan anvendes, for eksempel er støbte eller pressede hule, rørlignende stål konstruktioner, der har en plade, som er svejst til dennes nedre ende for at forhindre omvæltning ved sammenstødning, alternativer, men de er ikke illustreret og ej heller beskrevet.FIG. 2 and 3 relate to the present invention. A number of posts are shot down into the ground (not shown) either in recesses in molded feet or by any other suitable means. Suitable molded feet are shown in FIG. 4. Other post-retaining post retaining means may be used, for example, cast or pressed hollow, tube-like steel structures having a plate welded to its lower end to prevent collapsing by collisions are alternatives, but are not illustrated. nor described.
2020
Stolperne 6,7 og 8 omfatter hver sin rille 9,10 og 11, der er dannet i deres øvre ender. Rillerne er paral1 elsidede riller og parallelle med længdekanterne af stolperne. Monteringsorganer 12,13 og 14 er fastgjort til stolperne. Tilsvarende monteringsorganer er tilvejebragt på 25 den anden side af stolperne, men de er ikke illustreret. To stål kabl er 15 og 16, der er anbragt oven på hinanden, er anbragt i stilling i rillerne 9,10 og 11 og forankret til jorden og opspændt, som det vil blive beskrevet mere detaljeret med henvisning til fig. 3. Stolperne 6,7 og 8 er fremstillet ud fra stål presninger og har et tværsnit som 30 et "S" eller "Z", således at et afrundet hjørne på bøjelinien og ikke en skarp kant vender mod trafikretningen. Sådan en udformning af stolpen tillader bøjning langs den svage akse, men involverer ikke en fast begrænsning, når et køretøj rammer stolpen ved en vinkel på 90°, da stolpen vil dreje en smule og bøje om den foretrukne svage akse.The posts 6,7 and 8 each comprise grooves 9,10 and 11 formed at their upper ends. The grooves are parallel1-sided grooves and parallel to the longitudinal edges of the posts. Mounting means 12,13 and 14 are attached to the posts. Similar mounting means are provided on the other side of the posts, but they are not illustrated. Two steel cables 15 and 16, superposed on each other, are positioned in grooves 9,10 and 11 and anchored to the ground and clamped, as will be described in more detail with reference to FIG. 3. The posts 6,7 and 8 are made from steel presses and have a cross section such as an "S" or "Z", so that a rounded corner of the bend line and not a sharp edge faces the direction of traffic. Such a design of the post allows bending along the weak axis, but does not involve a fixed limitation when a vehicle strikes the post at an angle of 90 °, as the post will rotate slightly and bend about the preferred weak axis.
3535
De nedre kabler 17 og 18 er flettet mellem stolperne, således at de nedre kabler krydser, som angivet ved 20. De nedre kabler behøver ikke at krydse mellem hvert par stolper, men kan afhængigt af kravene til værnene for eksempel krydse for hver anden stolpe eller hver tredje DK 169214 B1 7 stolpe. Det, at kablerne krydser før og efter hver stolpe, tilvejebringer generelt bedre tilbageholdelse og forsinker frigørelsen af de nedre kabler fra stolpen, indtil efter de øvre kabler er blevet frigjort ved den begyndende bøjning af stolpen ved sammenstød. Denne for-5 sinkelse kan være meget betydningsfuld for tilvejebringelse af maksimal tilbageholdelse, samtidig med at ødelæggelse af køretøjet begræn ses.The lower cables 17 and 18 are interlaced between the posts so that the lower cables intersect, as indicated by 20. The lower cables do not have to intersect between each pair of posts, but may, for example, intersect for each other post, or every third DK 169214 B1 7 post. The intersection of the cables before and after each post generally provides better retention and delays the release of the lower cables from the post until after the upper cables have been released at the initial bend of the post by impact. This delay can be very significant in providing maximum retention while limiting vehicle damage.
Fig. 3 viser meget skematisk stolperne 9,10 og 11 og de nedre kabler 10 17 og 18. Kablet 18 trækkes af en tromle 21, for således at passere siden af stolpen 9, før det krydser over til den modsatte side af stolpen 10 og derefter igen til den modsatte side af stolpen 11. Kablet 17 trækkes af tromlen 22, ledes langs den modsatte side af stolpen 9 i forhold til kablet 18 og så videre i rækkefølge, således at kab-15 lerne krydser, som angivet ved 20.FIG. 3 shows very schematically the posts 9,10 and 11 and the lower cables 10 17 and 18. The cable 18 is pulled by a drum 21, thus passing the side of the post 9 before crossing over to the opposite side of the post 10 and then again to the opposite side of the post 11. The cable 17 is pulled by the drum 22, is passed along the opposite side of the post 9 relative to the cable 18, and so on in order that the cables cross as indicated at 20.
Kablernes højde over vognbanen er for de nedre kabler mellem 450 mm og 500 mm og for de øvre kabler mellem 575 mm og 615 mm, hvilket menes vil være passende for tilbageholdelse af en typisk blandet trafik-20 strøm, der findes på motorveje. Højden af de nedre kabler styres af støtteorganer, fordybninger eller kroge, der er fastgjort til siderne af stolperne, og som er arrangeret, således at kablet kan glide langs kanten af stolpen, når kablerne anbringes og opspændes.The height of the cables above the carriageway is for the lower cables between 450 mm and 500 mm and for the upper cables between 575 mm and 615 mm, which is believed to be appropriate for retaining a typical mixed traffic flow found on motorways. The height of the lower cables is controlled by support means, recesses or hooks attached to the sides of the posts and arranged so that the cable can slide along the edge of the post as the cables are placed and clamped.
25 Fig. 4 viser et tværsnit gennem egnede forstøbte fødder, der er egnede til stål kabel sikkerhedsværn, og som muliggør hurtig udskiftning af ødelagte stolper. Sammenlignet med stolperne, der anvendes til op-spændte bombarrierer, kræver stolperne til stål kabel værn ifølge den foreliggende opfindelse bøjning over jordoverfladens plan ved sammen-30 stød. Stolper til bølgeformede opspændte bombarriere er ofte blot nedgravet i blød jord, da ingen bøjning er påkrævet ved sammenstød ved bombarrieren, der blot trækkes ud af jorden og/eller brydes ved sammenstød.FIG. Figure 4 shows a cross-section through suitable molded feet suitable for steel cable safety guards and allowing for quick replacement of broken posts. Compared to the posts used for tensioned bomb barriers, the steel cable posts of the present invention require bending over the plane of the ground surface upon impact. Posts for wave-shaped clamped bomb barriers are often simply buried in soft ground, as no bending is required in the bomb barrier collision, which is simply pulled out of the ground and / or broken by impact.
35 Fig. 5 viser en typisk hurtig-frigørelsesmekanisme, der kan benyttes til at sammenføje alle fire kabler i et 4-kabel system, således at de kan frakobles for at tilvejebringe let adgang i tilfælde af ulykker.FIG. 5 shows a typical quick release mechanism which can be used to join all four cables in a 4 cable system so that they can be disconnected to provide easy access in the event of an accident.
Fig. 6 viser, hvordan et stål tovautoværnssystem 25 kan være fastgjort DK 169214 B1 8 til enderne af en bølgeformet opspændt bombarriere 26. Dette giver mulighed for udskiftning af en opspændt bombarriere, når den er blevet ødelagt eller for udvidelse på motorveje, hvor det er blevet besluttet at drage fordel af det opspændte stål kabel autoværn uden pådragel se af 5 omkostningerne ved udskiftning af den opspændte bombarriere, der allerede findes.FIG. 6 shows how a steel two-car protection system 25 can be attached to the ends of a wave-shaped strapped bomb barrier 26. This allows the replacement of a strapped bomb barrier when it has been destroyed or for extension on motorways where it has been decided. To take advantage of the clamped steel cable car protection without inconvenience see the 5 costs of replacing the clamped bomb barrier that already exists.
Fig. 7 viser hvordan et opspændt stål kabel autoværn 27 kan være anbragt parallelt med en opspændt bombarriere 28, således at køretøjer, der 10 forlader vognbanen og bevæger sig ind til midteradskillelsen, først vil blive tilbageholdt af kabel autoværnet og derefter af den efterfølgende barriere, der udgøres af den opspændte bombarriere. På lignende måde kan stål kabel autoværn være anbragt for at holde køretøjet væk fra andre vejinstallationer, så som for eksempel belysning og vejskilte.FIG. 7 shows how a clamped steel cable car guard 27 can be arranged parallel to a clamped bomb barrier 28, so that vehicles leaving the lane and moving into the center row separation will first be restrained by the cable car guard and then by the subsequent barrier that is constituted. of the tense bomb barrier. Similarly, steel cable car guard may be provided to keep the vehicle away from other road installations, such as lighting and road signs.
1515
Alle fire kabler er forankret til et passende forankringssted og opspændt med en kraft på mellem 1.000 og 5.000 N. Dette er ikke beskrevet i detaljer og svarer til stål tovsautoværnssystemet beskrevet i UK patent nr. 1.103.873.All four cables are anchored to an appropriate anchorage site and clamped to a force of between 1,000 and 5,000 N. This is not described in detail and is similar to the steel rope guard system described in UK Patent No. 1,103,873.
20 Måden, hvorpå kablerne er forankret, hvordan forankringerne er forskudt for hinanden langs længden af værnet, og hvordan kablerne tilbageholdes af tøjringswirer, når de løsrives, er velkendt fra praksis med autoværn, der allerede anvendes.The manner in which the cables are anchored, how the anchors are displaced to each other along the length of the guard, and how the cables are retained by tethering wires when they are detached, is well known from the practice of auto-protection already in use.
25 30 3525 30 35
Claims (7)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8826140A GB2224528B (en) | 1988-11-08 | 1988-11-08 | Tensioned cable safety fence |
| GB8826140 | 1988-11-08 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK554089D0 DK554089D0 (en) | 1989-11-07 |
| DK554089A DK554089A (en) | 1990-05-09 |
| DK169214B1 true DK169214B1 (en) | 1994-09-12 |
Family
ID=10646498
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK554089A DK169214B1 (en) | 1988-11-08 | 1989-11-07 | Crash barriers |
Country Status (20)
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| EP (1) | EP0369659B1 (en) |
| JP (1) | JP2695494B2 (en) |
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| DK (1) | DK169214B1 (en) |
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| FI (1) | FI91905C (en) |
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| RU (1) | RU2003758C1 (en) |
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| FR2219276B1 (en) * | 1973-02-27 | 1977-04-22 | Rhone Poulenc Textile | |
| GB1375318A (en) * | 1973-03-13 | 1974-11-27 | ||
| US3845936A (en) * | 1973-05-25 | 1974-11-05 | Steel Corp | Modular crash cushion |
| US4183505A (en) * | 1978-09-20 | 1980-01-15 | Maestri Frederick A | Guard barrier system |
-
1988
- 1988-11-08 GB GB8826140A patent/GB2224528B/en not_active Expired - Fee Related
-
1989
- 1989-11-03 AT AT89311435T patent/ATE117391T1/en active
- 1989-11-03 ES ES89311435T patent/ES2066861T3/en not_active Expired - Lifetime
- 1989-11-03 RU SU894742326A patent/RU2003758C1/en active
- 1989-11-03 IL IL92204A patent/IL92204A/en unknown
- 1989-11-03 DE DE68920706T patent/DE68920706T2/en not_active Expired - Fee Related
- 1989-11-03 EP EP89311435A patent/EP0369659B1/en not_active Expired - Lifetime
- 1989-11-06 FI FI895273A patent/FI91905C/en not_active IP Right Cessation
- 1989-11-07 HU HU895816A patent/HU204915B/en not_active IP Right Cessation
- 1989-11-07 CA CA002002442A patent/CA2002442C/en not_active Expired - Lifetime
- 1989-11-07 JP JP1288061A patent/JP2695494B2/en not_active Expired - Lifetime
- 1989-11-07 ZA ZA898455A patent/ZA898455B/en unknown
- 1989-11-07 DK DK554089A patent/DK169214B1/en not_active IP Right Cessation
- 1989-11-07 PT PT92221A patent/PT92221B/en not_active IP Right Cessation
- 1989-11-08 US US07/433,333 patent/US5039066A/en not_active Expired - Lifetime
- 1989-11-08 AU AU44506/89A patent/AU623193B2/en not_active Expired
- 1989-11-08 NZ NZ231326A patent/NZ231326A/en unknown
- 1989-11-08 KR KR1019890016181A patent/KR960015896B1/en not_active Expired - Fee Related
- 1989-11-08 TR TR00872/89A patent/TR27232A/en unknown
-
1995
- 1995-04-17 GR GR950400953T patent/GR3015823T3/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| DK554089A (en) | 1990-05-09 |
| GR3015823T3 (en) | 1995-07-31 |
| EP0369659A1 (en) | 1990-05-23 |
| CA2002442A1 (en) | 1990-05-08 |
| GB2224528A (en) | 1990-05-09 |
| FI91905C (en) | 1994-08-25 |
| HU895816D0 (en) | 1990-03-28 |
| IL92204A0 (en) | 1990-07-26 |
| RU2003758C1 (en) | 1993-11-30 |
| DE68920706T2 (en) | 1995-06-14 |
| GB2224528B (en) | 1993-02-10 |
| DK554089D0 (en) | 1989-11-07 |
| IL92204A (en) | 1992-07-15 |
| PT92221B (en) | 1995-09-12 |
| FI895273A0 (en) | 1989-11-06 |
| HUT55456A (en) | 1991-05-28 |
| JP2695494B2 (en) | 1997-12-24 |
| AU4450689A (en) | 1990-05-17 |
| ES2066861T3 (en) | 1995-03-16 |
| NZ231326A (en) | 1993-03-26 |
| KR900008123A (en) | 1990-06-02 |
| KR960015896B1 (en) | 1996-11-23 |
| PT92221A (en) | 1990-05-31 |
| HU204915B (en) | 1992-02-28 |
| EP0369659B1 (en) | 1995-01-18 |
| CA2002442C (en) | 1996-02-06 |
| JPH02171406A (en) | 1990-07-03 |
| DE68920706D1 (en) | 1995-03-02 |
| FI91905B (en) | 1994-05-13 |
| ZA898455B (en) | 1991-06-26 |
| AU623193B2 (en) | 1992-05-07 |
| ATE117391T1 (en) | 1995-02-15 |
| TR27232A (en) | 1994-12-20 |
| US5039066A (en) | 1991-08-13 |
| GB8826140D0 (en) | 1988-12-14 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| B1 | Patent granted (law 1993) | ||
| PBP | Patent lapsed |